Brake rigging



Oct. 7, 1941. M E 2,258,337

BRAKE RIGGING Filed Dec. 31, 1938 v 4 Sheets-Sheet 1' lNV TOR Emil ueller: BY 5 HIS YATTORNEY Oct. 7, 1941. E. G. MUELLER 2,258,337

BRAKE RIGGING Filed Dec. 31, 1938 4 Sheets-Sheet 2 ueller:

HIS AI'I'ORNEY Oct.7,1941. ELL R 2,258,337

BRAKE RIGGING Filed Dec. 31; 1938 4 Sheets-Sheet 5 mv NTOR I I I I HIS ATTORNEY N Emz Mueller Oct. 7, 1941. E, MUELLER I 2,258,337

BRAKE RIGGING Filed Dec. 31, 1938' 4 Sheets-Sheet 4 1 I i "l Y lN VENTOR gnu Muellen H I 5 ATTORNEY Patented Oct. 7, 1941 2,258,337 mam G, Emil G. Mueller, Swissvale, Pm, assignor toThe thi wana r. it dwiyab e qma n a n h bra s? was x; late a alignm nt wit he eel aim with whi h th y wpemtq t insu e em en br kin and .t xqm undue n h? brake \ri in and ne ,oh acfi aims: in en i t provide novel means for accomplishing this deirabl'; revsultn Amthm? objeqt 9 5 m im miq s to p o ide hralse' r g ng mwm 9am h mau t q within $1 imitgcl s aqe mQ m. h gh SPQF1 lq om aw mm or wit the 01? e make Qfilze om's' cfis and haracteristic ieature of m nv nt n wi appear a he description nmsz ds, A I

In the accompanying drawings, Figs. 1A and 1B .8 7 Views, partly dia rammatic and'partly'in' "side jelevagiom which when placed end tohndwith Fig. 1A on the left show'o'ne "form of brake figging 'embodying" my invention 'applied Ito the driving wheels of a locomotiv having four pair; of drivingwheels. Figs.'2A' and 2B are"t'o'pp1afi viewsof the brake'riggings l mwnin Figs! 1A ping 1B, rspectivly, certaifi "oft he parts being Ohiitfig1;"i6i the" sake of 'cleal n'ss. mg. 3 i5 an end lvatiqh qrabortiog bf pm; make rjgg ifig available On We withou n e arts of. the owfor. ataral o me at fiiact rily 1 hit 5 31, 1938, Serial No. 248,652

d'. Phat lhe meal and ax e t W D69 1 1??? fr m th w emaiqih 'whfisfl and a s mbli i th these $1Pli$ E Q l al i h respect to hmu ll' a distancesui- 9 P823311? Eng whe kto ,fi llowithe' track @11 9.1. QRIYQS with ut au in und si us 9! fi rl q 9 09% Q1? the o hfirof the wheels J S, l ms s istan e -11in actual u s al lx-beggg abpgp pe inch'inreither 2 @95 3 th slszrma i qmral p a tiqn P lfi m QQm r ses fou "separ te gl akg meqgani ms 01 oi which is associatedwith 9 P Pi fla whe la Eor .the m st part 91 I 1 2 FPF$1PQIEH1II2S a e 'simi1ar. -but 9??? Qi fihffiwlwhamw tiezs certain minor s r, a,

respects from'each of the other mechanisms, and I shall therefore, in the interest of brevity, first describe the mechanism associated with the front disposed hangers l2 and l9, respectively- Each brake beam is also provided at each end with a brake head I4 carrying a brake shoe l5 for 00- operation with the periphery of the associated I wheel.

As best seen in Figs. 3 and 4, the upperend of.

.eaoh hanger l2 and I3 is offset inwardly from the'lower end for clearance reasons, and isprovided withspaced bifurcations 12a or l3a, as the 'case may be, which bifurcations are apertured to receive an associated supporting pin l6. Each pin" [6 isprovided adjacent its inner end with an annularshoulder l6a adjacent which the one bifurcation of the associated hanger abuts, and at the other end with an annular groove I61) which receives with some clearance a pin l1 passing through the arm, whereby the hanger is preventedfrom moving longitudinally relative to the pin, but is free to rotate about the pin. Disposedon eachpin'lfi between the associated bifurcations [2a or 13a is a bearing sleeve 18 which is slidable longitudinally, within a bushed bearing 19 formed in the adjacent side member of the locomotive frame, through a distance equal to the total permissible lateral movement of the driving wheels relative to the locomotive frame.

Itwill be seen, therefore, that with the brake i beams liJ and'll supported in the manner just describedgthese; brake beams are free to swing toward and away from the wheels 2 into braking and non-braking positions, and are also free to move laterally along with the associated hangers and supporting pins through a distance equal to the lateral distance which the wheels are permit.- ted to move; The inner ends together by a composite tie rod I60 comprising two flat bars secured at their ends to th'e opposite sides ofithe, pins. A block 20 of metal is. fastened v of the pins l6 which support the hangers l2 are flattened and are connected the other end of which is pivotally attached to the axle housing by means of pins 21 mounted in the lugs lb, whereby the brake beam H, and hence the associated brake shoes iii are constrained to follow the lateral motion of the wheels 2.

The brake mechanism associated with the driving wheels 2 also comprises means for actuating the brake beams. Ill and II between their brake applying and brake releasing positions without interfering with the lateral movement of the brake beams in response to the lateral movement of thewheels in either the applied or released positions of the brake beams. As here illustrated,,these means comprise a brake cylinder DI which is bolted directly to the engine frame some distance above, and in rear of the axis of the wheels 2, in vertical alignment with the longitudinal center line of the locomotive. This between the two bars of the tie rod' llic adjacent one end' thereof in a manner to form with the end of the associated pin Ilia a socket 2 l and extending into this socket is'one end of an arm 22 (see Fig. 2B) theother end of whichis attached to the axle housing by'means of pivot pins 23 mounted in the lug la in such manner that this arm is free to rotate about the pivot pins in a vertical plane. It will be apparent that with this construction any lateral motion of the wheels will be transmitted through the housing 1 and the arm: 22 to the tie rod I60, and from the tie rod lficlthrough the pins [6, the hangers l2 and'the brake beam-l0 to the associated brake shoes I5, wherebythe brake shoes will be maintained at an timesin lateral alignr'nentwith the wheels 2. The inner' ends-of' the pins I 6 which support the. hangers I3 are likewise flattened and are connectedtogether by a-composite tie rod Hid simila'r to the tie rod I60. The tie rod Hid is into providedwith a socket 25 and extending this-socket is one end of an arm 26 (see Fig.

brake cylinder is of well-known construction, and includes the usual cylinder body, reciprocable piston (not shown) biased to the inner end'of its stroke by the usual release springs (not shown), and a push rod 30 which is operatively connected with the piston. The outer end of the push rod 30 is operatively connected, through the medium of a horizontal lever 3| and a pair of pull rods-3 2 and 33, with the upwardly extending arms or bifurcations 34a and 34b of abrake cylinder lever 34 which is made Y-shapedfor clearancereasons. The 7 horizontal lever 3| is slidably supportedadjacent its ends by a pair of lever supports 35 which are secured at one end to the locomotive frameand at the other end-to an inverted U -shaped'bracke't 36 which'latter is also secured to the locomotive frame. V r

The brake cylinder lever 34 is pivotedintermediate its ends on a pin 31 mounted in a pair of spaced lugs 38 formed on the locomotive frame, and is pivotally connected at its lower ends with a pair of intermediate levers 39 by means of a pin 4| -mounted in spaced lugs 42' and 43 formed on the lower end of the lever 34. The interme diate levers 39, in turn, are operatively connected at their; lower" ends with the brake beam "f at or near its center through the medium of a'double'jaw 44, andare operatively connected intermediate their ends-With one end of a pull rod .45, the other end of which is pivotally connected with a similar pair ofintermediate levers 48 in termediate. their ends; .The intermediate. levers 46' arepivotedattheir upper ends on pins. and 48, mounted, in. depending lugs providedon the engine frame, and are operativelyconnected at their lower ends with the brake beam J! ,at or near its center through the medium of a double awn m l t the doub J w 4. he pull rod' is provided atthe endwhich is connected with the intermediate levers "33 with aneyej] which receives a pin 52 passingthrough these levers, and at the opposite end with a slack adjuster53 of well-known construction. Sufiicient lost motion is provided in'the linkage to permit the necessary lateral motionof the brake beams. I Wh'elfi Iloflllid is" being suppli'ed to the brake cylinder Dl', "aswill normally be the case, the brake beams [Band I l are held in their released positions in which they are shown in the drawing by therelease spring mounted in the brake'cyL. inder, andunder these conditions the brake shoes exert. substantially no;braking effort on the wheels/if j 'When-it is'desiredto efiect a brake applica tion, fluid is supplied to the brake cylinder DI,

thereby causing the push-rod 30 to move out- }wa'rdly in 'the'cylinder in opposition to the bias of the release spring. This outward movement of the pushrod acts through the lever 3| and pull rods 32 and 33 to rotate the brake cylinder lever 34 in a clockwise directiomas viewed in Fig.

'iBgwh-ich rotation, in *turn, acts through the intermediate levers 39and the double jaw-44 to move the brake beam 10- to its brake applying position, and-through the pull rod 45, interment of the wheelsZ takes place, this movement will be transmitted through the'arms 22 and 26, the composite tie rods ificand- Hid, the pins 16,

andthe hangers 42 and I3 to the brake beams t and H in the manner previously pointed out, and from the brake beams to the brake shoes i 15, whereby the brake shoes are always maintainedlin lateral alignment with the wheels. If desired, the brake shoes 15 may be of the grooved type to assist inmaintaining'the shoes in alignment with the wheels.

Referring now to the brake mechanism associated with the driving wheels 3, inasmuch as these driving wheels are not permitted to move laterally relative to the engine frame, it is unnecessary to provide for any lateral motion of the brake beams associated with these wheels, and as a result, the hangers [3 which support the brake beam ll, instead of being supported at their upper end on pins which are slidably mounted in the engine frame, are mounted at their upper ends on pins 56 which are free to rotate relative to the frame but which are held in a fixed longitudinal position relative to the frame. Furthermore, inasmuch as there is more clearance at the rear sides of the Wheels 3 than at the rear sides of the wheels 2, the brake beam l0 instead of being supported by hangers similar to the hangers 12 which support the brake beams I 0 associated with the wheels 2 are supported by hanger levers 51 of the usual and well-known construction, which hanger levers are pivotally attached at their upper ends to the locomotive frame by means of pins 58, and which hanger levers are provided with upwardly extending forwardly offset projections Ma to which the brake heads 14 are attached. The brake mechanism further differs from that for the wheels 2 in that the pull rod 45 instead of being connected with the brake beam I0 through a pair of levers 46 and double jaw 50 is connected with this brake beam through the medium of a single lever 59 (see Fig. and the double jaw 50.

The remainder of the brake mechanism asso: ciated with the wheels 3 is similar in all respects to that associated with the wheels 2, and its operation will be readily apparent from the foregoing and from an inspection of the drawing without further detailed description.

Referring next to the brake mechanism for the third pair of driving wheels 4, as here shown this brake mechanism is actuated by a brake cylinder D3, the push rod 30 of which is connected through the medium of a double jaw 61 with the upper end of a vertical brake cylinder lever 60. The cylinder lever 60 is pivotally attached at its lower end to the engine frame and is operatively connected intermediate its end through the medium of a pull rod 62 with the upper end of an intermediate lever 63. The intermediate lever 63, in turn, is pivotally supported intermediate its end on-a .pivot;p'in 54 mounted in the engine frame and is pivotally connected at its lower end (see Fig. 7) with the upper ends of the levers 3,9 in a manner similar to that in which .the brake cylinder lever 34..of the brake mechanism associated with the drivingwheelxZ is connected with the levers 39 of that brakemechanism. The re- :mainder of the brake mechanism associated with drawing and from the foregoing description with- .out further. detailed description.

. Referring now ;to the brake mechanism associated with thesdriying wheels 5, this mechanism issimilar to that associated with the driving wheels .4 except for the means for supporting the :brake :be'ams III and U which means, are similar. to that -for supporting the brake beams to and H of the mechanism associated with the wheels .3. x

Although I have herein shown and described onlyone form of brake rigging embodying my inventiomit is understood that various changes and modifications may be made'therein within the scope of theappended .claims without departing from the spirit and scope .of my invention.

Having thus described my invention, what I claim is:

1. In combination, a railway vehicle including a frame and a wheel and axle assembly arranged for lateral movement with respect to said frame, a brake beam carrying brake shoes for cooperation with the wheels of said wheel and axle assembly, hangers for supporting said brake beam pivoted on pins mounted for lateral sliding movement relative to said frame, and means including a bar connecting said pins and responsive to lateral movement of said wheel and axle assembly for moving said pins and hence said hangers and said brake beam laterally to maintain said brake shoes in lateral alignment with said wheels.

2. In combination, a railway vehicle including a frame and a wheel and axle assembly arranged for lateral movement with respect to said frame, a brake beam carrying brake shoes for cooperation with the wheels of said wheel and axle assembly, hangers for supporting said brake beam pivoted on pins mounted for lateral movement relative to said frame, and means including a bar connecting said pins and an arm connected with said bar and responsive to lateral movement of said wheel and axle assembly for moving said pins and hence said hangers and said brake beam laterally to maintain said brake shoes in lateral alignment with said wheels.

3. In combination, a railway vehicle including a frame and a wheel and axle assembly arranged for lateral movement with respect to said frame, a pair of laterally aligned pins located at opposite sides of the vehicle and slidably supported for lateral movement through a distance equal to that through which said wheel and axle assembly is permitted to move, means connected with both of said pins for moving said pins in unison in response to lateral movement of said wheel and axle assembly, and brake elements for cooperation with said wheels supported through the medium of said pins and movable laterally therewith.

4. In combination, a railway vehicle including a frame and a wheel and axle assembly arranged for lateral movement with respect to said frame, a pair of laterally aligned pins located at oppobar connecting said pins and responsive to lat- 35 eral movement of said wheel and axle assembly for causing corresponding lateral movement of 'said pins, and brake elements for cooperation with'braking surfaces rotatable with the wheels supported through the medium of and movable: x0

laterally with said pins.

5. In combination, a railway vehicle including a frame and a wheel and axle assembly arranged for lateral movement with respect to said frame,

a pair of laterally aligned pins located at opposite sides of the vehicle and slidably supported for lateral movement through a distance equal to that through which said wheel and axle assembly is permitted to move, means including a bar connecting said pins and an arm connected q with said bar and responsive to lateral movement of said wheel and axle assembly for moving said pins laterally, and brake elements for cooperation with braking surfaces rotatable with the wheels supported through the medium of and movable laterally with said pins.

6. In combination, a railway vehicle including a frame and a wheel and axle assembly arranged for lateral movement relative to said frame and including an axle housing, a brake beam carrying brake elements for cooperation with the wheels of said wheel and axle assembly, hangers for supporting said brake beam pivoted at their upper endson pivot pins which are slidably mounted in said frame forlateral movement relative thereto, a bar connecting said pins, and an arm attached atone end to said housing and operatively connected at the other end with said bar for moving said pins, and hence said hangers and said brake beam laterally in a manner to maintain said brake elements in lateral alignment with the wheels. r

7. In a brakemechanism for a railway vehicle, the combination with a frame and a wheel and axle assembly movable laterally with respect to said frame, of brake beams supported on opposite sides of said wheel and axle assembly by means of hangers pivoted on pins mounted for lateral sliding movement relative to said frame, and means for moving said pins laterally in response to lateral movement of said wheel and axle assembly to maintain said brake beams in lateral alignment with said wheel and axle assembly.

EMIL G. MUELLER. 

